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EP0533531A1 - Retractable running gear for a levitating vehicle - Google Patents

Retractable running gear for a levitating vehicle Download PDF

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Publication number
EP0533531A1
EP0533531A1 EP92402462A EP92402462A EP0533531A1 EP 0533531 A1 EP0533531 A1 EP 0533531A1 EP 92402462 A EP92402462 A EP 92402462A EP 92402462 A EP92402462 A EP 92402462A EP 0533531 A1 EP0533531 A1 EP 0533531A1
Authority
EP
European Patent Office
Prior art keywords
axis
tilting
control
vehicle
leaf spring
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP92402462A
Other languages
German (de)
French (fr)
Inventor
Michel Derrien
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Landing Systems SAS
Original Assignee
Messier Bugatti SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Messier Bugatti SA filed Critical Messier Bugatti SA
Publication of EP0533531A1 publication Critical patent/EP0533531A1/en
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/02—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only
    • B60G11/04—Resilient suspensions characterised by arrangement, location or kind of springs having leaf springs only arranged substantially parallel to the longitudinal axis of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/005—Suspension locking arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B60G2200/132—Independent suspensions with longitudinal arms only with a single trailing arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/11—Leaf spring
    • B60G2202/112—Leaf spring longitudinally arranged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/121—Mounting of leaf springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/128—Damper mount on vehicle body or chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/422—Links for mounting suspension elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/47—Means for retracting the suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/28—Amphibious vehicles

Definitions

  • the present invention relates to a retractable undercarriage for a contactless lift vehicle.
  • vehicles with non-contact lift for example vehicles with magnetic lift or by air cushion
  • must have a retractable running gear making it possible on the one hand to provide emergency lift in the event of failure of the lift without contact, and on the other hand lift and brake the vehicle at the time of stops.
  • a retractable running gear for a non-contact lifting vehicle comprising a tilting beam having one end hingedly attached to the vehicle around a tilting axis and supporting a rotation axis for at least one wheel, the tilting beam being hingedly connected to a leaf spring, a damper and a control cylinder, characterized in that the leaf spring has a first end fixed to the vehicle and a second end hinged to a first end of the shock absorber, the shock absorber has a second end hingedly attached to the vehicle, and the control cylinder is hingedly associated on the one hand with the second end of the leaf spring and on the other hand with an axis tilt control carried by the tilting beam at a point spaced from the tilting axis to control the orientation of the tilting beam.
  • the control jack has a first end hingedly attached to the vehicle and a second end hingedly attached to an assembly comprising a connecting rod and a lever hinged to each other and having ends respectively connected in an articulated manner to the second end of the leaf spring and to the tilt control axis.
  • the first end of the control cylinder is hingedly attached to the tilting beam.
  • control cylinder has a first end hingedly attached to the second end of the leaf spring, and a second end hingedly attached to the tilt control axis.
  • the retractable running gear comprises a tilting beam 1 having one end fixed in an articulated manner around a tilting axis 2 carried by a boss 3 integral with the vehicle chassis.
  • the tilting beam 1 supports an axis of rotation 4 for one or more wheels mounted in parallel and shown by a thin line 5 in the figures.
  • a leaf spring 6 is disposed above the tilting beam 1 and has a first end 7 embedded in a boss 8 secured to the chassis of the vehicle, and a second end embedded in an assembly part 9 fixed by an axis of articulation 10 at a first end of a damper 11 extending substantially vertically above the second end of the leaf spring 6 and itself having a second end mounted on a hinge pin 12 carried by a boss 13 integral of the vehicle chassis.
  • the second end of the leaf spring 6 is also connected to the tilting beam 1 by an articulated assembly generally designated at 14 and comprising a connecting rod 15 and a lever 16 articulated to one another around an axis of articulation 17
  • the upper end of the connecting rod 15 is connected to a hinge pin 18 carried by the connecting piece 9 and the lever 16 has a lower end hinged around a tilt control axis 19 carried by the tilting beam 1.
  • the lever 16 further comprises a gusset 20 carrying a hinge pin 21 to which is connected one end of a control jack 22, the other end of which is articulated on a hinge pin 23 carried by a boss 24 secured to the chassis of the vehicle.
  • the control cylinder 22 In the lowered position of the running gear shown in Figure 1, the control cylinder 22 is retracted, the connecting rod 15 and the lever 16 are aligned with each other and the wheels 5 are then in contact with a track bearing 25.
  • the leaf spring 6 thus supports the weight of the vehicle while the damper 11 provides damping of the oscillations to which the vehicle is subjected relative to the race track 25.
  • the alignment between the connecting rod 15 and the lever 16 is preferably maintained by providing either an internal locking control cylinder as in the embodiment illustrated in the figures, or a locking system comprising, in a manner known per se, stops carried by the connecting rod 15 and the lever 16, these being returned to a stop position by a spring. This alignment can also be maintained by a hydraulic locking of the control cylinder 22.
  • the control cylinder 22 When the vehicle is supported by the non-contact lifting means, the control cylinder 22 is actuated in a direction of elongation and the alignment between the connecting rod 15 and the lever 16 is then broken as illustrated in FIG. 2, which causes an upward tilting of the tilting beam 1 and a retraction of the wheels 5 inside suitable housings (not shown) provided on the vehicle. It will be noted in FIG. 2 that the wheels 5 are no longer in contact with the runway 25 but the ground clearance of the vehicle when it is in contactless lift is generally less than the ground clearance of the vehicle when the undercarriage taxiing went down. When the running gear is lowered, the control cylinder 22 must therefore ensure sufficient torque on the tilting beam 1 to lift the vehicle from the moment when the wheels 25 are in contact with the running track 25.
  • beam tilting 1 is preferably bent at its end adjacent to the tilting control axis 19 so that this tilting control axis is offset from a longitudinal direction of the tilting beam.
  • the lever 16 which transmits the force for lowering the train applied during of the retraction of the control cylinder 22 is sufficiently offset so that the distance D (see FIG. 2) separating the tilting axis 2 from the direction of the force applied to the tilting control axis 19, is sufficiently great.
  • the relative positions of the fixing boss 8 of the first end 7 of the leaf spring 6 and of the fixing boss 13 of the damper 11 are chosen to ensure the maintenance of a preload on the leaf spring 6 whatever the configuration of the running gear.
  • the offset in height of the bosses 13 and 8 is greater than the length of l shock absorber 11 in the fully extended position.
  • the leaf spring 6 remains prestressed even when the running gear is fully retracted as illustrated in FIG. 2.
  • the connecting piece 9 can then be considered as a fixed point and the internal locking of the control cylinder 22 therefore ensures immobility total of the entire running gear.
  • FIG. 3 illustrates an alternative embodiment of the embodiment of FIGS. 1 and 2.
  • similar elements have been indicated with the same reference numbers.
  • the only difference compared to the previous embodiment is the fixing of the control jack 22 which is no longer produced on the boss 24 secured to the vehicle as in the embodiment of FIGS. 1 and 2 but on a boss 26 of the tilting beam 1.
  • a fixing point on the vehicle is saved, which makes it possible to correspondingly lighten the structure of the vehicle since it must normally be reinforced at a fixing point.
  • the forces of the control jack 22 are directly transmitted to the parts whose relative movement is sought and therefore a better yield of the applied forces is obtained.
  • the boss 26 preferably extends on a side opposite to the curved part of the tilting beam carrying the tilting control axis 19 so that the articulation axis 23 of the actuator control 22 is offset from the longitudinal axis of the tilting beam 1 on a side opposite to the tilting control axis 19.
  • Figures 4 and 5 illustrate another embodiment of the invention in which the control cylinder 22 is directly connected to the hinge pin 18 of the second end of the leaf spring 6 on the one hand and to the tilting control axis 19 carried by the tilting beam 1 on the other hand.
  • the leaf spring 6 is preferably arranged obliquely as illustrated in the figures.
  • This embodiment has the advantage of having a very simple structure but it has the disadvantage that the control jack 22 supports all the load constraints of the vehicle for a lowered position of the running gear while in the embodiments described above, the majority of these constraints were supported by the alignment of the connecting rod 15 and the lever 16.
  • the invention is not limited to the illustrated embodiments and is susceptible to variants which will appear to a person skilled in the art.
  • the running gear according to the invention has been illustrated with a single tilting beam on which the wheels 5 can be mounted in cantilever or diabolo, one can provide a running gear comprising several tilting beams interposed between the wheels or arranged at the ends of a series of wheels mounted in parallel , each tilting beam being of course associated with a control cylinder, a leaf spring and a damper.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

It comprises a swing beam (1) having one end fixed in an articulated fashion to the vehicle about a swing pin (2) and supporting a rotation pin (4) for at least one wheel (5), a leaf spring (6) having a first end (7) fixed to the vehicle and a second end (9) fixed in an articulated fashion to a first end of a shock absorber (11) having a second end fixed in an articulated fashion to the vehicle, and a control thrust cylinder (22) associated in an articulated fashion, on the one hand, with the second end of the leaf spring (6) and, on the other hand, with a swing control pin (19) carried by the swing beam at a point which is distant from the swing pin (2) in order to control the orientation of the swing beam. <IMAGE>

Description

La présente invention concerne un train de roulage rétractable pour un véhicule à sustentation sans contact.The present invention relates to a retractable undercarriage for a contactless lift vehicle.

On sait que les véhicules à sustentation sans contact, par exemple les véhicules à sustentation magnétique ou par coussin d'air, doivent posséder un train de roulage rétractable permettant d'assurer d'une part une sustentation de secours en cas de défaillance du système de sustentation sans contact, et d'autre part une sustentation et un freinage du véhicule au moment des arrêts.It is known that vehicles with non-contact lift, for example vehicles with magnetic lift or by air cushion, must have a retractable running gear making it possible on the one hand to provide emergency lift in the event of failure of the lift without contact, and on the other hand lift and brake the vehicle at the time of stops.

On connaît du document US 3,779,574 un train de roulage rétractable comprenant une poutre basculante fixée de façon articulée à un véhicule et reliée de façon articulée à un ressort à lame et à un amortisseur portés par un bras support monté pour pivoter par rapport au véhicule et dont la position est déterminée par un vérin de commande. Lors du relevage du train de roulage, l'ensemble du train pivote avec le bras support c'est-à-dire qu'une masse très importante est déplacée et est maintenue dans une position donnée par le vérin de commande.Document US Pat. No. 3,779,574 discloses a retractable running gear comprising a tilting beam fixed in an articulated manner to a vehicle and connected in an articulated manner to a leaf spring and to a damper carried by a support arm mounted to pivot relative to the vehicle and of which the position is determined by a control cylinder. When the undercarriage is raised, the entire train pivots with the support arm, that is to say that a very large mass is displaced and is held in a position given by the control cylinder.

Selon l'invention on propose un train de roulage rétractable pour un véhicule à sustentation sans contact comportant une poutre basculante ayant une extrémité fixée de façon articulée au véhicule autour d'un axe de basculement et supportant un axe de rotation pour au moins une roue, la poutre basculante étant reliée de façon articulée à un ressort de lame, à un amortisseur et à un vérin de commande, caractérisé en ce que le ressort à lame a une première extrémité fixée au véhicule et une seconde extrémité fixée de façon articulée à une première extrémité de l'amortisseur, l'amortisseur a une seconde extrémité fixée de façon articulée au véhicule, et le vérin de commande est associé de façon articulée d'une part à la seconde extrémité du ressort à lame et d'autre part à un axe de commande de basculement porté par la poutre basculante en un point espacé de l'axe de basculement pour commander l'orientation de la poutre basculante.According to the invention, a retractable running gear is proposed for a non-contact lifting vehicle comprising a tilting beam having one end hingedly attached to the vehicle around a tilting axis and supporting a rotation axis for at least one wheel, the tilting beam being hingedly connected to a leaf spring, a damper and a control cylinder, characterized in that the leaf spring has a first end fixed to the vehicle and a second end hinged to a first end of the shock absorber, the shock absorber has a second end hingedly attached to the vehicle, and the control cylinder is hingedly associated on the one hand with the second end of the leaf spring and on the other hand with an axis tilt control carried by the tilting beam at a point spaced from the tilting axis to control the orientation of the tilting beam.

Ainsi, seule la poutre basculante et les roues qu'elle porte sont déplacées par le vérin de commande de sorte que l'on peut utiliser un vérin de commande de structure plus légère que dans le dispositif antérieur.Thus, only the tilting beam and the wheels which it carries are moved by the control cylinder so that one can use a control cylinder with a lighter structure than in the prior device.

Selon un mode de réalisation de l'invention, le vérin de commande a une première extrémité fixée de façon articulée au véhicule et une seconde extrémité fixée de façon articulée à un ensemble comprenant une bielle et un levier articulés l'un à l'autre et ayant des extrémités respectivement reliées de façon articulée à la seconde extrémité du ressort à lame et à l'axe de commande de basculement. Ainsi, lorsque les bielles articulées sont dans le prolongement l'une de l'autre le train de roulage est en position sortie et les efforts appliqués à la roue sont transmis au ressort à lame et à l'amortisseur sans passer par le vérin de commande.According to one embodiment of the invention, the control jack has a first end hingedly attached to the vehicle and a second end hingedly attached to an assembly comprising a connecting rod and a lever hinged to each other and having ends respectively connected in an articulated manner to the second end of the leaf spring and to the tilt control axis. Thus, when the articulated connecting rods are in line with one another, the running gear is in the extended position and the forces applied to the wheel are transmitted to the leaf spring and to the shock absorber without passing through the control cylinder. .

Selon une variante de réalisation de ce mode de réalisation de l'invention, la première extrémité du vérin de commande est fixée de façon articulée à la poutre basculante.According to an alternative embodiment of this embodiment of the invention, the first end of the control cylinder is hingedly attached to the tilting beam.

Selon un autre mode de réalisation de l'invention, le vérin de commande a une première extrémité fixée de façon articulée à la seconde extrémité du ressort à lame, et une seconde extrémité fixée de façon articulée à l'axe de commande de basculement.According to another embodiment of the invention, the control cylinder has a first end hingedly attached to the second end of the leaf spring, and a second end hingedly attached to the tilt control axis.

D'autres caractéristiques et avantages de l'invention apparaîtront à la lecture de la description qui suit de plusieurs modes de réalisation particuliers non limitatifs de l'invention en liaison avec les figures ci-jointes parmi lesquelles :

  • la figure 1 est une vue en élévation d'un premier mode de réalisation de l'invention dans une position abaissée du train de roulage,
  • la figure 2 est une vue analogue à celle de la figure 1 pour une position rétractée du train de roulage,
  • la figure 3 est une vue en élévation d'une variante de réalisation du mode de réalisation de la figure 1 en position abaissée du train de roulage,
  • la figure 4 est une vue en élévation d'un second mode de réalisation du train de roulage en position abaissée,
  • la figure 5 est une vue analogue à celle de la figure 4 pour une position relevée du train de roulage.
Other characteristics and advantages of the invention will appear on reading the following description of several particular non-limiting embodiments of the invention in conjunction with the attached figures, among which:
  • FIG. 1 is an elevation view of a first embodiment of the invention in a lowered position of the running gear,
  • FIG. 2 is a view similar to that of FIG. 1 for a retracted position of the running gear,
  • FIG. 3 is an elevation view of an alternative embodiment of the embodiment of FIG. 1 in the lowered position of the running gear,
  • FIG. 4 is an elevation view of a second embodiment of the running gear in the lowered position,
  • Figure 5 is a view similar to that of Figure 4 for a raised position of the running gear.

En référence aux figures 1 et 2, dans le premier mode de réalisation le train de roulage rétractable selon l'invention comporte une poutre basculante 1 ayant une extrémité fixée de façon articulée autour d'un axe de basculement 2 porté par un bossage 3 solidaire du châssis du véhicule. La poutre basculante 1 supporte un axe de rotation 4 pour une ou plusieurs roues montées en parallèle et figurée par un trait fin 5 sur les figures.With reference to FIGS. 1 and 2, in the first embodiment the retractable running gear according to the invention comprises a tilting beam 1 having one end fixed in an articulated manner around a tilting axis 2 carried by a boss 3 integral with the vehicle chassis. The tilting beam 1 supports an axis of rotation 4 for one or more wheels mounted in parallel and shown by a thin line 5 in the figures.

Un ressort à lame 6 est disposé au-dessus de la poutre basculante 1 et a une première extrémité 7 encastrée dans un bossage 8 solidaire du châssis du véhicule, et une seconde extrémité encastrée dans une pièce d'assemblage 9 fixée par un axe d'articulation 10 à une première extrémité d'un amortisseur 11 s'étendant sensiblement verticalement au-dessus de la seconde extrémité du ressort à lame 6 et ayant lui-même une seconde extrémité montée sur un axe d'articulation 12 porté par un bossage 13 solidaire du châssis du véhicule.A leaf spring 6 is disposed above the tilting beam 1 and has a first end 7 embedded in a boss 8 secured to the chassis of the vehicle, and a second end embedded in an assembly part 9 fixed by an axis of articulation 10 at a first end of a damper 11 extending substantially vertically above the second end of the leaf spring 6 and itself having a second end mounted on a hinge pin 12 carried by a boss 13 integral of the vehicle chassis.

La seconde extrémité du ressort à lame 6 est également reliée à la poutre basculante 1 par un ensemble articulé généralement désigné en 14 et comprenant une bielle 15 et un levier 16 articulés l'un à l'autre autour d'un axe d'articulation 17. L'extrémité supérieure de la bielle 15 est reliée à un axe d'articulation 18 porté par la pièce d'assemblage 9 et le levier 16 a une extrémité inférieure articulée autour d'un axe de commande de basculement 19 porté par la poutre basculante 1. Le levier 16 comporte en outre un gousset 20 portant un axe d'articulation 21 auquel est reliée une extrémité d'un vérin de commande 22 dont l'autre extrémité est montée de façon articulée sur un axe d'articulation 23 porté par un bossage 24 solidaire du châssis du véhicule.The second end of the leaf spring 6 is also connected to the tilting beam 1 by an articulated assembly generally designated at 14 and comprising a connecting rod 15 and a lever 16 articulated to one another around an axis of articulation 17 The upper end of the connecting rod 15 is connected to a hinge pin 18 carried by the connecting piece 9 and the lever 16 has a lower end hinged around a tilt control axis 19 carried by the tilting beam 1. The lever 16 further comprises a gusset 20 carrying a hinge pin 21 to which is connected one end of a control jack 22, the other end of which is articulated on a hinge pin 23 carried by a boss 24 secured to the chassis of the vehicle.

Dans la position abaissée du train de roulage représentée sur la figure 1, le vérin de commande 22 est rétracté, la bielle 15 et le levier 16 sont alignés l'un avec l'autre et les roues 5 sont alors en contact avec une piste de roulement 25. Le ressort à lame 6 supporte ainsi le poids du véhicule tandis que l'amortisseur 11 assure un amortissement des oscillations auxquelles le véhicule est soumis par rapport à la piste de roulement 25. L'alignement entre la bielle 15 et le levier 16 est maintenu de préférence en prévoyant soit un vérin de commande à verrouillage interne comme dans le mode de réalisation illustré sur les figures, soit un système de verrouillage comportant d'une façon connue en soi des butées portées par la bielle 15 et le levier 16, ceux-ci étant rappelés vers une position de butée par un ressort. Cet alignement peut également être maintenu par un verrouillage hydraulique du vérin de commande 22. Lorsque le véhicule est sustenté par les moyens de sustentation sans contact, le vérin de commande 22 est actionné dans un sens de l'allongement et l'alignement entre la bielle 15 et le levier 16 est alors rompu comme illustré par la figure 2, ce qui provoque un basculement vers le haut de la poutre basculante 1 et une rétraction des roues 5 à l'intérieur de logements appropriés (non représentés) prévus sur le véhicule. On remarquera sur la figure 2 que les roues 5 ne sont plus en contact avec la piste de roulement 25 mais la garde au sol du véhicule lorsqu'il est en sustentation sans contact est généralement inférieure à la garde au sol du véhicule lorsque le train de roulage est descendu. Lors de la descente du train de roulage, le vérin de commande 22 doit donc assurer un couple suffisant sur la poutre basculante 1 pour soulever le véhicule à partir du moment où les roues 25 sont en contact avec la piste de roulement 25. A cet effet, la poutre basculante 1 est de préférence recourbée à son extrémité adjacente à l'axe de commande de basculement 19 afin que cet axe de commande de basculement soit décalé par rapport à une direction longitudinale de la poutre basculante.In the lowered position of the running gear shown in Figure 1, the control cylinder 22 is retracted, the connecting rod 15 and the lever 16 are aligned with each other and the wheels 5 are then in contact with a track bearing 25. The leaf spring 6 thus supports the weight of the vehicle while the damper 11 provides damping of the oscillations to which the vehicle is subjected relative to the race track 25. The alignment between the connecting rod 15 and the lever 16 is preferably maintained by providing either an internal locking control cylinder as in the embodiment illustrated in the figures, or a locking system comprising, in a manner known per se, stops carried by the connecting rod 15 and the lever 16, these being returned to a stop position by a spring. This alignment can also be maintained by a hydraulic locking of the control cylinder 22. When the vehicle is supported by the non-contact lifting means, the control cylinder 22 is actuated in a direction of elongation and the alignment between the connecting rod 15 and the lever 16 is then broken as illustrated in FIG. 2, which causes an upward tilting of the tilting beam 1 and a retraction of the wheels 5 inside suitable housings (not shown) provided on the vehicle. It will be noted in FIG. 2 that the wheels 5 are no longer in contact with the runway 25 but the ground clearance of the vehicle when it is in contactless lift is generally less than the ground clearance of the vehicle when the undercarriage taxiing went down. When the running gear is lowered, the control cylinder 22 must therefore ensure sufficient torque on the tilting beam 1 to lift the vehicle from the moment when the wheels 25 are in contact with the running track 25. For this purpose , beam tilting 1 is preferably bent at its end adjacent to the tilting control axis 19 so that this tilting control axis is offset from a longitudinal direction of the tilting beam.

Ainsi, lorsque le vérin de commande 22 est en position totalement allongée, comme illustré sur la figure 2, et que la poutre basculante 1 est sensiblement parallèle au vérin de commande 22, le levier 16 qui transmet l'effort de descente du train appliqué lors de la rétraction du vérin de commande 22 est suffisamment décalé pour que la distance D (voir figure 2) séparant l'axe de basculement 2 de la direction de la force appliquée à l'axe de commande de basculement 19, soit suffisamment importante.Thus, when the control cylinder 22 is in the fully extended position, as illustrated in FIG. 2, and the tilting beam 1 is substantially parallel to the control cylinder 22, the lever 16 which transmits the force for lowering the train applied during of the retraction of the control cylinder 22 is sufficiently offset so that the distance D (see FIG. 2) separating the tilting axis 2 from the direction of the force applied to the tilting control axis 19, is sufficiently great.

De plus, on remarquera également que les positions relatives du bossage de fixation 8 de la première extrémité 7 du ressort à lame 6 et du bossage de fixation 13 de l'amortisseur 11 sont choisies pour assurer le maintien d'une précontrainte sur la lame ressort 6 quelle que soit la configuration du train de roulage. En particulier, dans le cas illustré sur les figures 1 et 2 où l'amortisseur 11 est sensiblement vertical et le ressort à lame 6 est sensiblement horizontal, il suffit que le décalage en hauteur des bossages 13 et 8 soit supérieur à la longueur de l'amortisseur 11 en position totalement étendue. Le ressort à lame 6 reste précontraint même lorsque le train de roulage est complètement rétracté comme illustré sur la figure 2. La pièce d'assemblage 9 peut alors être considérée comme un point fixe et le verrouillage interne du vérin de commande 22 assure donc une immobilité totale de l'ensemble du train de roulage.In addition, it will also be noted that the relative positions of the fixing boss 8 of the first end 7 of the leaf spring 6 and of the fixing boss 13 of the damper 11 are chosen to ensure the maintenance of a preload on the leaf spring 6 whatever the configuration of the running gear. In particular, in the case illustrated in Figures 1 and 2 where the damper 11 is substantially vertical and the leaf spring 6 is substantially horizontal, it is sufficient that the offset in height of the bosses 13 and 8 is greater than the length of l shock absorber 11 in the fully extended position. The leaf spring 6 remains prestressed even when the running gear is fully retracted as illustrated in FIG. 2. The connecting piece 9 can then be considered as a fixed point and the internal locking of the control cylinder 22 therefore ensures immobility total of the entire running gear.

La figure 3 illustre une variante de réalisation du mode de réalisation des figures 1 et 2. Sur cette variante de réalisation les éléments analogues ont été indiqués avec les mêmes références numériques. On constate aisément que la seule différence par rapport au mode de réalisation précédent est la fixation du vérin de commande 22 qui n'est plus réalisée au bossage 24 solidaire du véhicule comme dans le mode de réalisation des figures 1 et 2 mais sur un bossage 26 de la poutre basculante 1. Ainsi on économise un point de fixation sur le véhicule ce qui permet d'alléger de façon correspondante la structure du véhicule puisque celle-ci doit normalement être renforcée au niveau d'un point de fixation. De plus, lors des manoeuvres du train de roulage, les efforts du vérin de commande 22 sont directement transmis aux pièces dont le mouvement relatif est recherché et on obtient donc un meilleur rendement des forces appliquées. Pour un rendement optimal des forces appliquées, le bossage 26 s'étend de préférence d'un côté opposé à la partie recourbée de la poutre basculante portant l'axe de commande de basculement 19 afin que l'axe d'articulation 23 du vérin de commande 22 soit décalé de l'axe longitudinal de la poutre basculante 1 sur un côté opposé à l'axe de commande de basculement 19.FIG. 3 illustrates an alternative embodiment of the embodiment of FIGS. 1 and 2. In this alternative embodiment, similar elements have been indicated with the same reference numbers. We can easily see that the only difference compared to the previous embodiment is the fixing of the control jack 22 which is no longer produced on the boss 24 secured to the vehicle as in the embodiment of FIGS. 1 and 2 but on a boss 26 of the tilting beam 1. Thus, a fixing point on the vehicle is saved, which makes it possible to correspondingly lighten the structure of the vehicle since it must normally be reinforced at a fixing point. In addition, during the running of the running gear, the forces of the control jack 22 are directly transmitted to the parts whose relative movement is sought and therefore a better yield of the applied forces is obtained. For optimum efficiency of the applied forces, the boss 26 preferably extends on a side opposite to the curved part of the tilting beam carrying the tilting control axis 19 so that the articulation axis 23 of the actuator control 22 is offset from the longitudinal axis of the tilting beam 1 on a side opposite to the tilting control axis 19.

Les figures 4 et 5 illustrent un autre mode de réalisation de l'invention dans lequel le vérin de commande 22 est directement relié à l'axe d'articulation 18 de la seconde extrémité du ressort à lame 6 d'une part et à l'axe de commande de basculement 19 porté par la poutre basculante 1 d'autre part. Pour une meilleure exploitation de l'espace disponible, le ressort à lame 6 est de préférence disposé de façon oblique comme illustré sur les figures. Ce mode de réalisation présente l'avantage d'avoir une structure très simple mais il présente l'inconvénient que le vérin de commande 22 supporte toutes les contraintes de charge du véhicule pour une position abaissée du train de roulage alors que dans les modes de réalisation décrits précédemment, la majorité de ces contraintes étaient supportées par l'alignement de la bielle 15 et du levier 16.Figures 4 and 5 illustrate another embodiment of the invention in which the control cylinder 22 is directly connected to the hinge pin 18 of the second end of the leaf spring 6 on the one hand and to the tilting control axis 19 carried by the tilting beam 1 on the other hand. For better use of the space available, the leaf spring 6 is preferably arranged obliquely as illustrated in the figures. This embodiment has the advantage of having a very simple structure but it has the disadvantage that the control jack 22 supports all the load constraints of the vehicle for a lowered position of the running gear while in the embodiments described above, the majority of these constraints were supported by the alignment of the connecting rod 15 and the lever 16.

Bien entendu l'invention n'est pas limitée aux modes de réalisation illustrés et est susceptible de variantes qui apparaîtront à l'homme de métier. En particulier, bien que le train de roulage selon l'invention ait été illustré avec une seule poutre basculante sur laquelle les roues 5 peuvent être montées en porte à faux ou en diabolo, on peut prévoir un train de roulage comportant plusieurs poutres basculantes intercalées entre les roues ou disposées aux extrémités d'une série de roues montées en parallèle, chaque poutre basculante étant bien entendu associée à un vérin de commande, un ressort à lame et un amortisseur.Of course, the invention is not limited to the illustrated embodiments and is susceptible to variants which will appear to a person skilled in the art. In particular, although the running gear according to the invention has been illustrated with a single tilting beam on which the wheels 5 can be mounted in cantilever or diabolo, one can provide a running gear comprising several tilting beams interposed between the wheels or arranged at the ends of a series of wheels mounted in parallel , each tilting beam being of course associated with a control cylinder, a leaf spring and a damper.

Claims (9)

Train de roulage rétractable pour un véhicule à sustentation sans contact comportant une poutre basculante (1) ayant une extrémité fixée de façon articulée au véhicule autour d'un axe de basculement (2) et supportant un axe de rotation (4) pour au moins une roue (5), la poutre basculante étant reliée de façon articulée à un ressort de lame (6), à un amortisseur (11) et à un vérin de commande (22), caractérisé en ce que le ressort à lame (6) a une première extrémité (7) fixée au véhicule et une seconde extrémité (9) fixée de façon articulée à une première extrémité de l'amortisseur (11), l'amortisseur (11) a une seconde extrémité fixée de façon articulée au véhicule, et le vérin de commande (22) est associé de façon articulée d'une part à la seconde extrémité du ressort à lame (6) et d'autre part à un axe de commande de basculement (19) porté par la poutre basculante en un point espacé de l'axe de basculement (2) pour commander l'orientation de la poutre basculante.Retractable undercarriage for a non-contact lift vehicle comprising a tilting beam (1) having one end hingedly attached to the vehicle about a tilting axis (2) and supporting an axis of rotation (4) for at least one wheel (5), the tilting beam being hingedly connected to a leaf spring (6), a shock absorber (11) and a control cylinder (22), characterized in that the leaf spring (6) has a first end (7) fixed to the vehicle and a second end (9) hingedly attached to a first end of the shock absorber (11), the shock absorber (11) has a second end hingedly attached to the vehicle, and the control cylinder (22) is hingedly associated on the one hand with the second end of the leaf spring (6) and on the other hand with a tilting control axis (19) carried by the tilting beam at a point spaced from the tilt axis (2) to control the orient ation of the tilting beam. Train de roulage selon la revendication 1 caractérisé en ce que le vérin de commande (22) a une première extrémité fixée de façon articulée au véhicule et une seconde extrémité fixée de façon articulée à un ensemble (14) comprenant une bielle (15) et un levier (16) articulés l'un à l'autre et ayant des extrémités respectivement reliées de façon articulée à la seconde extrémité (9) du ressort à lame (6) et à l'axe de commande de basculement (19).Undercarriage according to claim 1 characterized in that the control cylinder (22) has a first end hingedly attached to the vehicle and a second end hingedly attached to an assembly (14) comprising a connecting rod (15) and a lever (16) articulated to each other and having ends respectively connected in an articulated manner to the second end (9) of the leaf spring (6) and to the tilt control axis (19). Train de roulage selon la revendication 2 caractérisé en ce que l'axe de commande de basculement (19) est décalé par rapport à une direction longitudinale de la poutre basculante (1).Undercarriage according to claim 2 characterized in that the tilting control axis (19) is offset with respect to a longitudinal direction of the tilting beam (1). Train de roulage selon la revendication 1 caractérisé en ce que le vérin de commande (22) a une première extrémité fixée de façon articulée à la poutre basculante (1) autour d'un axe d'articulation (23) et une seconde extrémité fixée de façon articulée à un ensemble (14) comprenant une bielle (15) et un levier (16) articulés l'un à l'autre et ayant des extrémités respectivement reliées de façon articulée à la seconde extrémité (9) du ressort à lame (6) et à l'axe de commande de basculement (19).Undercarriage according to claim 1 characterized in that the control cylinder (22) has a first end hingedly attached to the tilting beam (1) around an axis of articulation (23) and a second end hingedly attached to an assembly (14) comprising a connecting rod (15) and a lever (16) hinged to each other and having ends respectively connected in an articulated manner to the second end (9) of the spring with blade (6) and with the tilt control axis (19). Train de roulage selon la revendication 4 caractérisé en ce que l'axe de commande de basculement (19) est décalé par rapport à une direction longitudinale de la poutre basculante (1).Undercarriage according to claim 4 characterized in that the tilting control axis (19) is offset with respect to a longitudinal direction of the tilting beam (1). Train de roulage selon la revendication 5 caractérisé en ce que l'axe d'articulation (23) du vérin de commande à la poutre basculante (1) est décalé de l'axe longitudinal de la poutre basculante sur un côté opposé à l'axe de commande de basculement (19).Undercarriage according to claim 5 characterized in that the articulation axis (23) of the control cylinder to the tilting beam (1) is offset from the longitudinal axis of the tilting beam on a side opposite the axis tilt control (19). Train de roulage selon la revendication 1 caractérisé en ce que le vérin de commande (22) a une première extrémité fixée de façon articulée à la seconde extrémité (9) du ressort à lame (10) et une seconde extrémité fixée de façon articulée à l'axe de commande de basculement (19).Undercarriage according to claim 1 characterized in that the control cylinder (22) has a first end hingedly attached to the second end (9) of the leaf spring (10) and a second end hingedly attached to the tilt axis (19). Train de roulage selon la revendication 7 caractérisé en ce que l'axe de commande de basculement (19) est décalé par rapport à une direction longitudinale de la poutre basculante (1).Undercarriage according to claim 7 characterized in that the tilting control axis (19) is offset with respect to a longitudinal direction of the tilting beam (1). Train de roulage selon la revendication 1 caractérisé en ce que la première extrémité (7) du ressort à lame (6) et la seconde extrémité de l'amortisseur (11) ont des positions relatives assurant un maintien d'une contrainte de flexion sur le ressort à lame pour toute configuration du train de roulage.Undercarriage according to claim 1 characterized in that the first end (7) of the leaf spring (6) and the second end of the shock absorber (11) have relative positions ensuring maintenance of a bending stress on the leaf spring for any configuration of the running gear.
EP92402462A 1991-09-17 1992-09-09 Retractable running gear for a levitating vehicle Ceased EP0533531A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9111436A FR2681305A1 (en) 1991-09-17 1991-09-17 RETRACTABLE RUNNING TRAIN FOR A NON - CONTACT SUSTAINABLE VEHICLE.
FR9111436 1991-09-17

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EP0533531A1 true EP0533531A1 (en) 1993-03-24

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EP (1) EP0533531A1 (en)
JP (1) JPH05201333A (en)
FR (1) FR2681305A1 (en)

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GB2311355A (en) * 1996-03-19 1997-09-24 Nabco Kk Vehicle suspension arrangement
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EP2977316A1 (en) * 2014-07-24 2016-01-27 Airbus Operations Limited Aircraft landing gear
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CN107984971A (en) * 2017-11-22 2018-05-04 东莞市天合机电开发有限公司 A Pneumatic Automatic Fixed Roller Mechanism

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Publication number Publication date
US5356162A (en) 1994-10-18
FR2681305A1 (en) 1993-03-19
JPH05201333A (en) 1993-08-10

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